Controlling apparatus for brakes.



A. MAGNUSON.

OONTROLLINGAPPARATUS FOR BRAKES. APPLICATION FILED SEPT. 26, 1907.

1,069,070 Patented July 29,1913

r nicer) STATES PATENT onnlon.

AXEL MAGNUSOH, (31 NEW YGRK, N. Y ASSZGNOR T0 GEES ELEVATOR C'QKEAH'Z,9F

JERSEY CITY, NEW JERSEY, A. GORPOBATION 6F NEW JEEsEY.

CONTEOLLTLNG APPARATUS IFQ'R. BEAK ES.

' Specification of Letters Patent.

mienmdeuiy 29, $313.

Apgaiieaticn filed September 2%, 1907. Serial No 394,891.

To all whom it may concern .c' izen of the linited 5mm; residing in New1' 5m, in the county of New York'and State of New York, have invented anew and useful improvement in Controlling Apparatus forllrnires, ofwhich the following is asp-sciiicntion.

My invention relates to brake mechanism and means for controlling-thesamefand one object of the invention is to provide means for applyingthe brake shoes gradually and at the some time quickly and powerfully,and so that they will he held with full force when the machine has come&0 a stop.

in practice, Where a powerful brake is required, great difficulty hasbeen experienced. in. adjusting the brake so one it would be appliedgradually and at the same time have its full ln'akingpower retained whenthe nmchine at rest. Fart'icnlarlj; in traction elevators itlms beenfound. that. the iendoncy of the powerful brakes that are nerd is toexert their full braking power suddenly, so that slippin'g'of the ropesor cables is caused every time the brakes are applied. This results ingreat strain and mm: oi the cables. an irregular or jerky mm'on'ioni oithe car and other undesirable eilcst.

The present invention aims to overcome lllla'l. olijeelione by providingmeans for applying the ln-ulces gradually and smoothly. with on inreasing power which is retained when th llillil. fully applied.

.Xumlu-r ol jeri: of the invention is to pro vide muons in connectionwith on elevator '\'$ii'l1l for muoinutlcnlly applying @he ln'nlws veryquickly and with ilieiz' full pone:- neur the upper and lower limits oftl'ni'cl oi llw ole-valor car, in case the brakes have not lieon appliedi'nonunlly below the cur reaches such pom ions.

Another object is to provide means to anioumtirully ac el rate theapplication of the ln'ulces when the car is approaching its liniits oiii'nvel and the manual controlling lcvoy for the brakes has beenoperated, bul notv in time to lir'ing the car to a. full slop oi. lisuoruuil limit of travel by the more gg'nulunl upuliruiion of the brakeswhich oc urs in the ordinary operation.

l'ur'cluu- (Iil l1 'l of the invention is to provide inc-nus eithernieclmnical or elecirical, and under the control of the operator, forapplying the brakes very quickly at any intermediate point in the travelof the car. This emergency brake control is separate from and operatesthe brakes more quickly and powerfully than the regular brakecontroller.

Other objects of the invention will anneal more fully hereinafter,- andthe nature end scope of the invention Wililae defined in the appendedclaims. i

Referring to the drawingg, Fignire 1 isen elevation partly in sectionand partly diagrammatic, showin one form of the invention; Fig. 2 isairagrne'ntary View showing certain modifications; and Fig. 3 is asectional detail "iew of a valve.

I have shown the invention in connection with a traction elevatorsystem, in which the elevator car C is operated by the motor M connectedthereto through-inc, cable 1, The cable 1 is connected at one end to thecar C, passes over the overhead sheaves 2, 3, down and beneath thesheavej on ine motor shaft, up zind'over he overhead sheaves 5 and 6,and has connected co its other end the counterweight 'W. Theaooveerrcngement of parts is not new, out is merely illnenative. of awell known form of elevator system to which the present invention may beapplied.

The brake mechanism 18 comprises two brake l .vers 7, 8,pivoccri attheiriowver ends to the hrnckeis on the motor frame. oierl to thelTFI'FlliQ levers are die lJTfl'I-B shoes 10 in position to engage ihebrake giilley 11 on the motor shaft. Above the brake shoes are togglelinks 1'2 pivoted at their outer ends to A hole ends to a rod. 13. The"rod 13 forms an extension of the armature 1&- ol an. elec- Lin.

levers T, S and oiijfrceti at their troniagnet, or brake magnet- 15. Thewind- Between the frame of the magspring: :20 which is under compressionand normally acts through the toggle links to -pull ihe brake levers 7andS toward each other and apply the brake shoes 10 with a, pr'nverful'pressure. hen the swiich 18 is closed to energize the magnet coil 16,the

armature 14 is drawn upwardly against the tension of the spring 20 andreleases the brake.

Connected to or formed integral with the electro-magnet frame is adaslrpot 2l-which is formed with a horizontal cylinder and is providedwith two pistons 22 and piston rods 23. The piston rods are connected bylinks 24 to the upper ends of the levers 7 and 8. On the upper part ofthe dash-pot is a relief valve 25 which is preferably a plain slidevalve provided with an opening or passageway 26 movable into a linementwith the passageway 27 leading into the dash-pot cylinder at a pointmidway between its ends. At the lower side of the dash-pot is a valve 28(see Fig. 3) for controlling the air outlet 29 leading from the lowercentral portion of the cylinder. By adjusting this valve the size of theoutlet may be adjusted to regulate the escape of air from the cylinderwhen the brakes are being applied. To permit an uprestricted supply ofair to the cylinder when the brakes are being released, an inlet valve30 is provided. This valve is seated in an enlargement of the airpassage 31, leading to a point in the passageway 29 above the valve 28.This check valve 30 prevents an outward escape of air, but when thepistons 22 are moved outwardly the valve is lifted off its seat byatmospheric pressure and permit-s a ready supply of air to the cylinder.

The relief valve 25 is operated by alever 32, pivoted at its lower endto a lug 33 on the end of the dash-pot, and connected to the stem of thevalve 25 by a pivot 34. In

. order to operate the valve 25 automatically as the elevator car 0approaches its upper and lower limits of travel, the following means isprovidedi A rod 35 is pivoted at 36 to the lever 32 and is movablelongitudinally in stationary guides 36, 37. A coil spring 38 undercompression between the fixed guide 36 and a stop 39 carried by the rod35, holds said rod normally in the position shown, with the roller 40 onthe end of the rod in the path of movement of a cam41 carried by the carC. The counterweight vW also carries a cam 42 which engages the roller40 when the counterweight descends and the car approaches its upperlimit of travel. Addit1onal.means is also provided for operatingthevalve 25 manually at any intermediate point in the travel of the car.

' This comprises a hand rope 43 connected at its opposite ends to aslide bar 44. The rope 43 passes over the overhead direction pulleys 45,down through the'car and underneath the pulleys 46. The bar 44 ismovable up and down in the guides 47, and is provided with a recess 48which forms a cam surface. Pivoted to the upper end of the lever 32 is arod 49 movable longitudinally in the guide 50, and carrying a roller 51on its inner end which engages the cam surface 48. \Vheu the hand rope43 is moved in either direction the slide bar 44 is moved either up ordown, forcing the rod 49 outv wardly, and operating through the lever 32to move the valve 25 inwardly. Associated with the hand rope 43 is aswitch for opening the circuit-of the brake magnet whenever the handrope is operated. This switch comprises a fixed contact 53 and a movablecontact 54 inthe circuit 17. The contact 54 is carried by a lever 55pivoted at 56. The end of the lever 55 has an opening through whichpasses the rope 43. Stop balls 57' and 58 secured. to the rope 43 aboveand below the lever 55 respectively engage the lever and swingitaboutits pivot to open the switch whenever-the rope is'operated in eitherdirection.

The operation of the brake mechanism thus far described is as follows:With the switch 18 open, the brakes are applied and the motor is atrest. When the'switch 18 is closed the magnet coil 16 is energized andpulls the armature 14 upwardly, which operating through the toggle links12 moves the levers 7 and 8 outwardly to release the brakes. This.outward movement of the levers 7, 8, moves the pistons 22apart, thevalve 30 permitting a free supply of air between the pistons so thattheir outward move- .ment is unrestricted. The relief valve 25 at thistime and during the ordinary operation of the brake mechanism, remainsclosed as shown in the drawing. The motor circuit may also be controlledin a well known manner by the switch lever 18, so that when said leveris operated to release the brake, current is supplied to the motor andthe car C is set in motion. When it is desired to stop 105 the car theswitch lever 18 is movedto open the motor circuit and also open thecircuit of the brake magnet. When the brake magnet is thus deenergized,the coil spring 20 operates through the toggle links 12to pull 110 thelevers 7 and 8 inwardly with a strong pull and powerfully apply thebrakes. The pressure exerted by the spring 20 is multiplied in a wellknown way bythe toggle con,- nections' The pressure on the brake shoes11-5 is further multiplied by arranging the brake shoes between thetoggle links and the pivots of the levers 7 and 8. The pressure thusputon the brakes is not'applied suddenly, but

is cushioned by the actionof the dash-pot. 120 As the levers 7, 8, moveinwardly to apply the brakes, the pistons 22 are moved inwardlycompressing the air between them. The compressed .air re-acts againstthe levers, retarding their inward movement,.the 125 ,speed of which iscontrolled by adjusting the valve 28 to regulate the escape of air fromthe cylinder. The pressure of the air will be roportional to the area ofthe pis-v tons, an I prefer to use a rather large dash- 130 ma ma isebiained, eiieetiially preventing Pumihei antlvanjiage if having a ivolume of air is that the effects of any irregula 'ity due in leakage ofair is practi- 121 mereen'ie,

freely in the cylinder without. any

and me piston rods any sin ing boxes 01' other packing.

openings in the eyliniier heads for the nisten X'OilS shnnhi be largeenough to per-tint 1 a i'i'ee ingt'easanii egress of ihe an in ihepisinns operate. he cylinder heatis may entirely if ile ii-etl,

i' valve 2-5 is pi'efei'ahi a plain freely fitted in its hearings, sowill he no danger it, ever 1 ii ia'atnes may he used and yei. he liiiiti' ilt mnipiz-ie LUilil'Ul (If the (urihinning tievhw, that they aregj-alinaiiy anil airimiihly :ipniieil.

fan imi mriani/ imit m'e 0i ihis 'unstruelien i1- tha aiihnngh thelil'zllflS are applied win-ail anti siner lhlv, they hnhl with ewer,Whieh is net i'eiaxeil except at the avail e? ihe epei'a m'.

lii'wt un tvi' pull ul' ihe Tupi. aini in either i nti alinianent withtiw aaitaeamuaiy will: iiiif univei'viii mag'age ihn suitvh it'- itaheni its pix-mi an i ups-n- 'l he being ihns rlvi nurgize i. ihe hiring-awly EMS in u nil-hiy ainl ptmer- ""ii fi' ihe lii'iiliirl. 'ihv airlimit 27 n, th'v aiihetavet-n tinins-inns L i'fi ilil l as i'he pisinnaare lil()\'i(i in apl'iiying the hi'alie, so that no reti-iiing neemsmail the piri-i eei ens-hienenness or jerkiness in applying the ipisiens are preferahiy iitmi to e shimhl also '1 ealv in. the cvlinilerheads without i lune iwin venneeteil at the einls 1 02"- rather longlevers 7 5, cnnsnieahle l0 gras nnrl nnavial lordinary'epetaiion wherethe (illhll-Pfii is. operative as a retaitjling device.

in (that: the opera'mr fails to uni-rate the hrake snitch in time tobring Lin: ear i rest at its normal limit of iliLYtl in either(,ill'tzeiinfi, hy the ordinary npta'atinn mi the iil'ilix'itfi, the cam41 01- Lhe cam 427%. the muse may he, will engage the mller 4t) andmini.- the l'tlti i55 e m-axing the yalve 2 anti niilmving quickappiii-aiinn oi the lil:ii(t',-'. in Fig. 2 is shewn a. i'i'miiiiieri(tantru i titm. The relief \'ai\"e is here ftll'i'it'ti i a 1111i whichi.-: r-nnneeteil to the i iii, il 01' an eiw-tm-i'nagin-i, 22. Thet'Ul'P til is i normally litlti against a step (3 by a spring ii hearingagainst an ext nsinn m" the xalve 'l'inuihei' erni ii ihe sp ing "1ihears agaimt a stop ti ailjitstahie hy nw: n9 i of the set Ht'i'tW (2-7to vary ihe iensiun oi the spring. When the eieeire magnet i: isenergized the more ilv is pnlimi away fYOm the stnp 23 intu the position3\,l1 \\l! in Fig 2, in \\'liitfii ihe port 27 ia eliiseii. \\'hen themagnet is ieiinei'gizeththe g ving ii moves ihe Pure 61 against th i-,i)l) (32 Anti th eweing in the Yaive is iii-might into :lliHtill-"hlliwiih the port it, admitting air into th': tlilfilhptlt. 'lhei'e areiweewiiehex in the (ll'efllli 0i the viiii-u-n'iagnet U2. namely. the harnlswitch t'ifi mail the aui'mnatie SWitt'll WA. The swim-h iii) has; twoiixed enniatris it) aini Ti spin-w! apart, anti a eontai't T2 mm'aiiieinto position in bridge the Contacts; 7 and i T1. The contact 72 isearl-ital by, hut in- ;hiil2li((i from, a lever 73 p'n'otml at Ti tn theS\\'liffii The lever 73 (ziii'ihs a mile]- TS in msiiimitu he engaged inthe rains i1 anti "Q I I The switr'n ii iiy helri in a (rinsed pnsitionhy a spring: 1 Th. The iitlliti SWiit'il )8 is C(Fiiiltftifitl to thepursiiive main hyt'he Wire 77. A wire 78 rennenis iim rinnim'i, T'Ii ofthe hainl switi-h i with iilt .la'iniaet '71 (if the swiiviiml. iheminim-l, iii (Hllilttit'ti by the Wii't to NIH, terminal of the nnigne-t(-nii iZ. while the. other iez'mina 0i will mil (thiiiitlQti in the zn-In nmin hy the \\'ii'v il. swiivh lei-v 5;, iiwitt-ti a1. H1, in aiiXX'tl gnppm-L z-imnw-tt-ii at its imwi' van! in thv IOtl it). \\'hiiein upper eini (:ltt'iih'ji (.Hfliflt'i fi. i'lhe ewntael, M is ini-ngageiheni wiih a i iixwl maxim-i $5 win-n the (Miro-magnet Z 2\"iOFMi, imt

' the wire 88. It.is to be understood that the illustration of theswitches and circuits is largely diagrammatic, and that the switches.68, 90 and 92 are in practice usually located in the elevator car. Theinvention,..h,owever, is adapted for use also with elevators controlledfrom 'a switchboard out ,s ide the car.

The operation of the devices shown in rlfig. 2 Will now be described.

The switch 68 is normally retained in its closed position. Thismaintains a closed circ'uit through the magnet 62 as follows: from thepositive main through "wire 77, switch 138, contact 79, wire 78,contacts 71, 72, 70,

p wire 80, magnet coil 62-, wire 81 to the negativ'emiain. The magnet 62is thus normally 'ener zed, maintaining the valve in its {clos dposition. The brake magnet is cont rolled'in the ordinary operation ofthe eleg vator by the switch 90 corresponding to the switch l8'ofFig. 1. When this switch is closed, the following circuit through thebrake magnet coil'16 is closed: from the positive main through wires 77,91, switch ,0 90, contact 89, wire 88, contacts 85, 84, wire 86, magnetcoil 16 and wire 87 to the nega' 'tive terminal. The brakes are thenreleased. hen the switch 90'is opened the circuit through the brakemagnet is broken and the '3 brakes are applied, the"dash-pot operatingas before explained-to permit the brakes to be applied gradually andsmoothly. If, when the car is ascending or descending, the operatorfails to open the. brake switch in time to bring the car to a full stopby the "ordinary operation of the brake before the car reaches itsnormal limit of travel, one of the eamsel, 42, will engage the roller 75andopen the switch 69. This opens the circuit through the coil 62 whichis thus deenergized and the valve 25 moved to the right, opening theport 27 and allowing a quick operation of the brakes, the same as inFig. 1. But in addition to opening the valve 25, the rod 60 in itsmovement to the right moves the switch lever 82, separating the contacts84, 85. This will'not affect the operation in anyway if the switch 90has been opened before the automatic switch 69 has been opened, thecircuit of the brake magnet simply being opened .at two places. But ifthe operator fails to open the switch 90 before the automatic switch (39has operated, the brakes will be applied entirely automatically. Thatis, the opening of the switch '69-will operate to open the valve 25,Land at the same time open the switch 84, in the brake magnet circuit,so that the brakes will be quickly applied. It at any 65 time when theswitch is closed and the elevator running, the operator desires to apply the brakes'quickly, he can open the.

82 which is in the brake magnet circuit will remain'open, so that theoperator cannot release the brakes by,closing the switch 90. But whilethe switch 90 is closed he can close the push button switch, which willclose the shunt circuit around the switch 84, 85, closing the brakemagnet circuit and releasing the brakes.

I have shown my invention as applied to a traction elevator system, butit is applicableto other elevator systems, and also to brakes used forvarious other purposes. I have shown various operating and controllingdevices, both electrical and mechanical, manually operable andautomatic, and various other devices mightbe used within the spirit andscope of my invention. 1 do not, therefore, wish to be limited to theexact constructions and arrangements of parts shown and described.

What I claim as new and desire to secure by Letters Patent of the UnitedStates is 1. The combination with a plurality of brake levers, aplurality of brake shoes, and

means to operate the said levers, of an 'air cylinder, a plurality ofpistons movable in the cylinder to compress the air, correspondingpiston rods, and con .ections between the piston rods and the brakelevers.

2. The combination with a plurality of brake levers, of a plurality ofbrake shoes, 'means for operating the levers, an air cylinder, pistonsmovable in the cylinder to compress the air, piston rods, connectionsbetween the piston rods and the brake levers, and means to permit agradual escape of the air from the cylinder.

3. In a brake mechanism, the combination with a pair of brake levers,brake-shoes connected to the levers, and -means for moving the brakelevers toward pach other and thereby applying the brakes,.of an aircylinder located between the brake levers, pistons in the cylinderconfining and compressing the air in the cylinder while the brakes arebeing applied, and connections between the pistons and the brake levers.

4. The combination with a brake an means for operfiting the brake,-ofmeans for retarding t e operation of the brake, and automaticallyopera-ted means for rendering the retarding means inoperative. V

5. The combination with a brake and means for operating the brake, ofmechanism opposing trhequick application of the means.

6. The combination with a brake and operating means therefor, of adash-pot connected to and retarding the operation of the brake, an airduct leading from the dash-pot, and a valvev normally closing said duct,but movable into position to open said duct and permit a free escape ofair from the dashot.

7. The 'combii-iation with a brake and operating means therefo ofdash-pot con-' nected to and retarding the operation of the brake, arestricted passagewaycommunicatingwith the tlaslhpotto permit a gradualescape of the air, and a relief valve connected to the dash-pot andmovable into position ermit a free escape of air from the dasiiiot.

In a brake mechanism, the combination with brake levers, of brake shoesconnected to the levers. for moving the brake levers toward each otherto apply the brakes,

.' an air cylinder, pistons movable toward and from each other in thecylinder, connections between the pistons and brake levers, an an ductleading into the cylinder between the pistons, a valve in said ductrestricting the:

escape of air from the cylinder, 21 second air duct leading into thecylinder, and a valve normally closing said duct, but movable intoposition to permit a free escape of air from the cvlinder.

f). The combination with a brake and means for applying the brake. ofmeans for retarding the application of the brake, and a device forcontrolling the operation'of both of said means.

10. The combination with a brake and means for applying the brake, of adevice for retarding the application of the brake, and a manualljvoperable device for rendering the retarding! device i-hoperative andcontrolling said brake-applying means.

ll. The combination with a brake and IIH'HUS for applying the brake. ofa dash-pot device for retarding the application of the brake,and'afldevice for rendering the re-- tarding device inoperative andcontrolling the brake-appl ving-means at a single operation.

The combination with a brake and an electro-maznet for operating thebrake. of

dash-pot normall;-

ot. a manual switch in the-electro-magnet circuit, a second switch inthe circiiit. and a means for operating the relief alve sin and idsecond switch.

7 The combination with a motor. of a1 bralte, a retarding device for thebrake, and

retarding the applicaion of the brake, a rclief'valve for the dash- I;

-.aulomatiomeans tor controlling the retardmg client of said device.

14. The combination with a motor, of a braltea retarding device for thebrake, and automatic means for rendering the retardl mg deviceincflective under predetermined conditions. 7

15. The combination with a motor, of a brake, a dash-wit connected toand normally retarding the application of the a relief valve on thedash-pot, and for automatically opening the relief brake, means valve,

16. The combination with a motor, an electro-mag'netic brake. and amanual switch for controlling the brake, magnet circuit, of a dash-potconnected to and normally re tarding the application of the brake, arelief valve for the dash-pot, and means for fiU EO ;matically openingthe relief valve.

- 17. lhe combination with a motor, and a :lH'filiB, of a dash-potconnected to the brake and normally retarding its application, anormally closed relief valve-for the dash-pot, a movable cam, a deviceextending into the ath of the can'n-andbperative connections a tweensaid device and the relief valve.

18. The combination with a motor, of a =brake, a retarding device forthe brake, and automatic means for controlling the retard- -ing device.

19. The combination with amotor, of a brake, a retarding device forthebrake, and automatic means for controlling the retarding effect ofsaid device.

20. The combination with. a. motor, an electromagnetic brake, and acontrolling switch for the brake magnet circuit, of a retarding devicefor the brake, and means for rendering said device ineffective andcontrol ling the brake magnet circuit at e single operation. I V

'21. The combination with a motor, an

electro-magnetic brake, and a switch con-. trolling the brake magnetcircuit. of a dashpot connected to the brake and nori'nally retarding,its application. a relief valve for the daslhpot, and means operatingsaidrelief valve.

22] The combination with a motor, and a brake, of a retarding device forthe brake, means for automatically renderingsaid device inellectiveatpredetermined periods, and a manual, device ,for rendering the retardingdevice ineffective and applying the brake.

The combination with a motor, and a brake. of means for retarding theapplication oi the brake. and automatic means for rendering theretarding device ineffective-125 and applying the brake.

24. Thevcombinaiion with a motor, of a brake, a rl-sh-pot connected tothe brake and norma Ly retarding its application. a

1 relief valve for the dash-pot, andineans for 130 automatically openingthe relief valve and applying the brake.

25. The combination with a motor, and an clectro-magnetic brake, of adash-pot connected to the brake and normally, retarding its application,a relief valve for the dash-pot, an electro-magnet' controlling saidvalve, and a switch controlling the circuits of said clectro-magnet andthe brake magnet.

26. The combination with a motor, and an clectromagnetic brake, of adash-pot connected to the brake and, normally retarding its application,a relief valve for the dash-pot, an electro-magnet controlling saidvalve, a switch controlling the circuit of said electro-magnet and thebrake magnet, and means for automatically operating the switch.

27. The combination with, a motor, and

an clectro-magnetic brake, of adash-pot connected to the brake andnormally retarding its application, a relief valve for the dash-pot, aswitch in the brake magnet circuit, an electro-magnet controlling therelief valve, and a switch controlling the circuits of the brake magnetand said controlling clectro-magnet.

28. The combination with a motor, and an electro-magnetic brake, of adash-pot, a relief valve for the dash-pot, an electromagnet controllingsaid valve, and a switch in the brake magnet circuit also controlled bysaid electro-magnet.

29. The combination with a motor, and an electro-magnetic brake, of adash-pot connected to the brake, a relief valve for the electro-magneticbrake, of a dash-pot con-' nected to the brake and normally retardingits operation, a relief valve for the dash-pot, an electro-magnetconnected to the relief valve and holding it closed when the magnet isenergized, means for opening the valve when the magnet is deenergized,an automatic switch in the circuit of said electromagnet, means forholding said switch nor'-- mally closed, a manually operable switchinsaid circuit, a switch in the brake magnet circuit operativelyconnected with the relief valve, a shunt circuit around said lastnamedswitch, a manual switch in the shunt circuit, and a manual switch in thebrake magnet circuit.

In testimony whereof, I have signed my name to this specification in thepresence of two subscribing witnesses.

AXEL MAGNUSON.

\Vitnesses WV. H. STOKES, J AMES G. BETHELL.

